Railway-car.



No. l5|,795. Patented lune l2, |909. F. W. COOLBAUGH 8L K. DINGERTZ.

RAILWAY CAR. v

(Application filed June 14, I1899.)

4 Sheets-Sheet I.

No Mudel.)

EL o WITNESSES INVENTORS (gonfi dlvll Inl Illllllllll "ma mams PETERS an. wncram'uo.. wnsumarow. n c

No. esmas. Patented rune l2, 1900a F. w. cooLBAuGH & K. DINGERTZ.

INIILWAY CAB.

(Application led .Tune 14, 1899.)

w ATTORNEY 'wc Nomus Partys co. nuoro-1.4mm. wmnwcon. n. c,

Patented June l2, |900.; F. w. cnoLAuGH L K. museau.

RAILWAY CAR.

(A pplicatinn led June 14, 1899.)

4 Sheets-Sheet 3.

(No Model.)

INVENTORS,

N64/ifm MW; ATTORNEY WITNESS-ES i: Nonms PETERS ccy FHoroMTHQ, WASHINQYON. um.

' No. 65u95.

l Pateted lune I2, |900. F. W. CLBAUGH 8. K. DINGERTZ. i

RAILWAY CAR.'

(Application led June 14, 1899.)

4 Sheets-Sheet 4.

(No'mgdel.)

INVENTOR 5% WITNESSES:

` .ATTORNEY m: cams mens no Puofmumo. wsmnoron,

NITED STATES PATENT OFFICE.

FRANK W. ICOLBAUGII AND KARL DINGERTZ, OF EASTON, PENNSYLVANIA.

RAILWAY-CAR.

SPECIFICATION forming part of Letters Patent No. 651,795, dated June'12, 1900.

Application filed June 14, 1899.

To all whom t may con/cern:

Beit known that we,'FRANK W.COOLBAUGH, a citizen of the United States, and KARL DIN- GERTZ, a citizen of Sweden,residing at Easton, in the county of Northampton and State of Pennsylvania,have invented certain new and useful Improvements in Railway-Cars, of which the following is a specilieation.

This invention relates to improvements in railway-cars, and especially to cars for transporting freight, coal, gravel, die.

The object of our invention is to provide a new and improved railwaycar which is simple in construction, strong and durable, not expensive, composed of few parts, and reliably, safely, and securely constructed.

In the accompanying drawings, forming a part of this specification, and in which like letters of reference indicate like parts in all the views, Figure 1 is a plan view of our improved car. Fig. 2 is a vertical transverse sectional view on the line 2 2, Figs. 1 and 4, on an enlarged scale. Fig. 3 is'a 'plan'view of the filling floor-plate. Fig. 4 is a plan view of the door-framing. Fig. 5 is a vertical longitudinal sectional view on the line 5 5 of Figs. l and 4. Fig. 6 is a vertical sectional view on the line 6 6 of Fig. 4. Fig. '7 is a vertical longitudinal sectional view on the line 7 7 of Fig. 1. Fig. 8 is a horizontal sectional sriai No. 720,507. (No man.)

side and the top and bottom flanges b and c,

said flanges gradually increasing in width from the end toward the center, so that the inner edge of this end cross-piece is at right angles to the sills and the outer line will incline outward from the ends to the nearest center sill, that part of the outer surface of the cross-piece between thecenter sills being parallel with the inner edge. The cross-piece E is provided on its inner surface and between its top and bottom flanges b and c with vertical webs d in pairs, fiared at the top and bottom toward the top and bottom fianges b and c, so as to leave a space between the inner surfaces of' the webs d of such size and so shaped as to adapt it to receive the end of sill A, B, or C, as shown in Fig. G, and these webs are provided with a central boss e,

through which a bolt or rivet F can be passed, which is also passed through a hole suitably provided in the end parts ofv the web of the floor-frame sills. Additional webs or ribs f are provided between the top and bottoni flanges of the end cross-pieces to reinforce the same, as shown in dottedlines in Fig. 4. The car is of a type of car known as a hopper-car and is provided in each half of its floor-frame with two transverse beams G and H, separated from each other a distance equal to the top opening of the hopper, which View on the une 8 8 of Fig. 7. Fig. 9 is a plan view of the hopper. Fig. 10 is a plan view of a corner of the car. Fig. 11 is a side view of a corner of the car. Fig. 12 is a face view of a hopper hinge-bar. Fig. 13 is a plan View of the central portion of a car of modified construction. Fig. 14is a vertical transverse sectional view through the car on the line 14 14 of Fig. 18. Fig. 15 is a vertical detail transverse sectional view on the line 15 15 of rig. 13.

com paratively-short distance from each other and an equal distance from the longitudinal central line of the floor-frame. These floorsills are connected at each end of the floorframe by an end cross-piece E, which is made of malleable iron with a web a on the outer transverse beams are composed of channel` bars fitting between the sills and secured to the same by angle-pieces g, which are riveted to the webs of the sills and transverse channel-bars, as shown in dotted lines in Fig. 4. Diagonal braces I, composed of channel-bars or I-beams, are riveted at their ends to the inner surface of the side sills, near the outer ends thereof,V and to the center sills at or near the junction with the transverse channel-bars G. These braces I are provided for the purpose of preventing distorting of the floor-frame and at the same time support the car-floor plates J, which cover the entire cari floor, with the exception of the hopper-openings and that part of the floor-frame between the center sills where they cross the hopperopenings. The door-plates .I rest upon the sills, to which they are riveted, and abut against the top flanges `of the end pieces E.

The door-plate K for covering the space between the center sills over the hopper-opena IOO ing have their corners eut out, as at 7c, Fig. 3, to form `the end tongues k', which are bent slightly out of the plane of said plates, so that when the plate K rests upon the flanges of the center sills the tongues can be passed under the edge parts of the floor-platesJ. The

Afloor-plate vsections K are held in place on the topsof the center sills by means of malleable-iron angle-clips L, which bear against,v

the under sides of the top flanges of the cen- 'Wtersills and are riveted to the under side of the plate-section K, as shown in Fig. 3, thereby avoiding the necessity of weakening the center sills by rivet-holes.

.The ends'L' of the hopper are formed of metal plates, which are secured on the upper surfaces of the top flanges of the side sills A and are inclined inward and downward, as

I vofthe ehannel-barswillextend outward. The

shown yin'Fig. 2, and these hopper ends are for-med of one piece, with the inclined hopper-bottom M securedat its upper edge to the top flange of a transverse channel-bar G, which hopper-bottom is reinforced by anglebars N, riveted to the under side thereof.

. The hopper-gates O, which can be opened` in any suitable way and by any suitable mechanism, consist of metal plates riveted to malleable-iron hinge-bars P,'which are hinged to hinge-clipsfP', secu red to the transverse channel-'bars -I-I, said Vhinge-bars extending downv to the bottom edge of the gates.

i -Asshown in Fig. 9, the hopper-bottom M, 1s recessed, as at M', so as to fit on the center 'The side and-end walls of the car are formed of rolled-steel channel-bars Q, the bottom 'flange of 'the lower bar extending outward and fresting upon the floor-plates J, and is secured bymeans of rivets q, which are passed through said bott-om flange of the lower channel-bar, through the floor-plate, and through the outer top flange of the I-beani side sill A. 'The-bottom flange of the top channel-bar Q rest-s upon the top flange of the lower channel-bar Q, and these flanges are secured to each other by rivets q', so that the interior o f the carwill be entirely smooth and the flanges the ends of' the said flanges on the sides andv ends of the car, as shown at R2 in Fig. l0. rlhe rib R' is secured to the flanges of the channel-'bars by rivets r, passed through said rib and through .thev end parts of the flanges ofthe channel-bars. At the upper end the angle-piece Ris provided with an outwardlyy .extendingilange S, which rests against the under side of the top flanges of the channelbars Q, and is shaped in the form ofa quadrant like the parts R2 of the rib R', so as to fill the space between the ends of the top flanges of the side and end top channel-bars Q, said flange S being rabbeted, as at S', so that the quadrant partof the flange between the ends of the top flanges of the channelbars Q will be flush with the upper surfaces of the top flanges, thus giving the top of the corner of the cara finish.4 The bottom flange T of each angle-piece R is finished in the same manner, but reversed, so that the quadrantpartof the bottomvflange T of the anglepiecekR rests directly upon the floor-plate J.

These angle-pieces not only impart the proper v finish to the corners of the car, but they stiften the same and firmly unite the an, .,flebars of the ends. If desired, two or more braces lV may be riveted vto theinner surfaces of the side'wallsof the car. and to the floor between the central transverse channel-bars H H.I

In order to relieve the center sillsC and D of some of `the load on the-car-iloor and in order to transmit'sorne of this load to the side sills, and thereby utilize'the advantage of the strong truss formed in thesides of the car by riveting the channels together, we provide a transverse truss at the center of thecar, the ends of the truss having abutments `on `the side sills and the central :part of the truss supporting-the center sills'at ornear the iniddle of their lengths. Tothe inner-surfaces of each side sill C and Da malleable-iron shoe V is fitted, so as to rest upon the vbottom flanges of said sills, and the shoe is secured to the side sills by rivet-s fu'. Each shoe is provided in its exposed surface witha pocket forreeeiving the rend of a substantially .V-

shaped vchannel-bar X, the flanges kof which project downward, the flat portion X'of said channel-bar extending over the tops of the center sills C D. v The car-floor J Vmustbecut out between the points V2 V2 to'permit said channel-bars X to pass over the centersills.

A supporting and filling piece Y, made of malleable iron, is shaped to fitbetween the inner faces of the center sillsand is provided with top and bottom flanges which fit against the inner top and bottom flanges ofthe center sills, and this supporting and filling piece Y is provided with two bolt-sleevesY', which are integral with the filling-piece and are connected by a web Y2. Bolts Z are passed through the web of the channel-bar X, forming a truss, and through said sleeves Y', and nuts are screwed on the ends of the said bolts. The weight of the center channel-bars and the load on them at the center ofthe car bears upon the filling and supporting `piece Y, which in turn is supported kby the bolts Z, which themselves are supported by the truss formed of the channel-bark X, having its ends rested in theshoes V on'the side sills. The bottom edges of the flanges of the channel-bar Xare not in contact withthe tops of the flanges of the center sills, but slightly IOC IIO

above the same, so that any slack can be taken up bytightening the nuts 0f the bolts Z. Ve do not limit ourselves to a truss formed -of channel-bars nor to the exact formation and construction of the filling and supporting piece X,as both these elements :can be changed more orless without departing from the spirit of our invention, nordo we confine ourselves to the use of a transverse truss of any kind on hopper-cars only, as a transverse truss can be used to the same advantage on gondola ears, coke-cars, and, in fact, cars of all kinds.

Having described our invention, what We claim as new, and desire to secure by Letters Patent, is v l. In a railway-car floor, the combination with anged sills, of cast end pieces provided on the inner sides with pockets for receiving the ends of the flanged sills and bolts passed transversely through the sides of' the pocket and those parts of the sills Within the pockets, substantially as herein shown and described. Y i

2. In a railway-car-floor frame, the combination with sills, of end pieces formed with a web and top and bottom flanges, vertical webs or ribs between said top and bottom flanges, which-webs or ribs havetheir ends flared so as to form a space between them for receiving the ends of the sills and means for securing the sills in the pockets formed between said webs or ribs, substantially as herein shown and described.

3. In a hopper railway-car the combination with rolled metal sills and transverse beams of a hopper in the floor-frame transversely to the length of the floor-frame, floor-plate sec,- tions resting on those parts of' the central sills extending across the hopper and clips riveted to the under side of said floor-plate sections and resting against the under sides of the top flanges of the central sills, substantially as herein shown and described.

4. In a railway-car, the combination withl a floor-frame, of side and endwalls formed of flanged bars placed longitudinally, one upon the other and riveted to each other, through the abutting flanges, and malleable-iron corner-pieces resting on the outer surfaces of the flanged bars riveted to said flanged bars and having hollow ribs for receiving the ends vof the flanges of the side and end wall bars, substantially as herein shown and described.

5. In a railway-ear, the combination with a floor-frame, of side and end Walls formed of flanged bars placed one upon the other, vertically, and their abutting flanges riveted to each other, the bottom flanges of the bottom flanged bars being riveted to the floor-frame, and malleable-iron corner-pieces applied on the corners of the car on the outside and rivetedto the flanged bars forming the sides and ends and to the flanges of said end and side bars, substantially as herein shown and described.

6. In a railway-car, the combination with a metal floor-frame, of floor-plates on the metal frame, side and end walls formed of flanged bars, placed one upon the other, vertically, the abutting flanges of the flanged bars being riveted to each other and the bottom flanges of the lower flanged bars, resting upon the floor-plates, being riveted to said floor-plates, floor-frame and side sills, and malleable-iron corner-pieces applied on the outside of the flanged bars at the corners and riveted thereto, substantially as herein shown and described.

7. In a railway-car, the combination with a floor-frame of side and end walls, of a carbody. formed of flanged bars resting one upon the other, vertically, the ,abutting flangesof f the flanged bars being riveted to each other and the bottom flanges of the bottom flanged bars being riveted to the floor-frame, of a malleable-iron vertical corner-piece applied on the outer side of the flanged bars at each corner, which corner-pieces each have an external hollowr rib for receiving the end parts of the abutting flanges of the side and end flanged bars, substantialiy'as herein shown and described.

8.' In a railway-car, the combination with a floor-frame of side and end walls, of a carbody formed of flanged bars resting one upon the other, vertically, the abutting flanges of the flanged bars being rivetedto each other and the bottom flanged barsvriveted to the floor-frame, of a malleable-iron vertical corner-piece applied on the outer sides of the flanged bars at each corner of the car, which corner-pieces each have an external hollow rib for receiving the end parts of the abutting flanges of the side and end flanged bars, that part of the hollow rib between the ends of the flanges of the side and endflanged bars .being rounded on a quadrant-line, substantially as herein shown and described.

9. In a railway-car, the combination with a floor-frame of side and end walls formed of channel-bars placed one upon the other vertically, the abutting flanges of' the channel bars being riveted to each other, vertical malleable-iron corner-pieces applied on the outer side of the car and provided with top and bottom flanges which are riveted to the top flanges of' the top channel-bars forming the side and end of the car and the bottom flanges riveted to the bottom flanges of the bottom channel-bar of the sides and. ends of the car, substantially as herein shown and described.

10. In a railway-car the combination with a floor-frame of the side and end Walls formed of channel-bars placed one upon the other vertically and malleable-iron vertical cornerpieces applied on the outside of the channelbars and riveted thereto and provided with top and bottom flanges rabbeted to receive the end parts of the top and bottom flanges of the channel-bars and rounded off at the outer edges, substantially as herein shown and described.

IOC

IIO

' 1l. 'In a railway-car, vthe combination Withi side and center sills for the door-framing, ofi a transverse truss resting on the side sills and a supporting-piece between the center sills, which supporting-piece is suspended fromg said truss, substantially as herein shown and described. v

12. In a railway-car, the combination with; side and center sills for the floor-framing, ofi a shoe on ythe inner side of each side sill, ai 'transverse truss having its end rested on said shoes, and means for supporting the centerl sill from said truss, substantially as liereing shown and described. i

13. In a railway-car, the combination with aside sill and center sills for the iioorlfram ing, of a shoeon th'e inner side of each side,` sill, abent `rolled metal beam having its endrested on said shoes and extending over g the center sills and a supporting and lling' piece between the center sills and means for supporting the said filling-piece from the bent transverse'beam, substantially as herein shown and'described.

14. In a railway-oar, the combination with.

the side sills and center sills for the floorframing of aftransverse bent rolled-metal beam having its endssupported by the side sills and extending over the center sills, a supporting and filling piece between the center sills and having bolt-sleeves made inte- 

